ongley



(No Model.) 4 Sheets-Sheet 1.

' e C. E. ONGLEY. ELECTRIGALLY GONTRGLLED STEERING DEVICE.

Patented June 2, 1896.

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ATTORNEYJ (No Mod-e1.) -4 sheets-sheet 2.

OiBONGLBY. ELBGTRGALLY QONTROLLED STEERING DEVICE. No. 561,272. PatentedJune 2, 1896.

ggf/38%.: j y INVENTOR n? ATTORNEYf (No Model.) 4 Sheets-Sheet 3.

C. E. ONGLEY. ELEETEIGALLY GONTEOLLED STEERING DEVICE.

No. 561,272. Patented June 2, 1896.

(No Model.) i E v4fs; she'etsv-shee; 4.

C. E. ONGLEY.

ELEGTEIGALLY GONTROLLED STEERING DEVICE.

No. 561,272. l Patented June 2, 1896,

Eg'gQ I fuwlNEssl-:s- A. i INVENTOR Mg/( E BY V/CV; ATTORNEYJ ANDREW B GRAHAM. PNUTO-urnwAsMlNGmlLn E.

UNITED STATES PATENT OFFICE.

CHARLES E. ONGLEY, OF NEW YORK, N. Y., ASSIGNOR TO GEORGE J. SOHOEFEEL, OE SAME PLAGE.

ELECTRICALLYFCONTROLLED STEERING DEVICE.

" SPECIFICATION forming part of Letters Patent No. 561,272, dated J' une 2, 1896.

Application led December 8, 1893. Serial No. 493,149. (No model.)

To a/ZZ whom it may concern:

Be it known that I, OHARLnsE. ONGLEY, a citizen of the United States, residing at New York city, in the county and State of New York, have invented a certain new and useful Improvement in Steering Devices Controlled Electrically, of which the following is a speciication.

My invention relates to the steering apparatus of a ship, and particularly to a motor for the operation of the rudder and means to control the same electrically, together with means to arrest the movement of the rudder and hold the same in one position when the motor is inoperative, and means controlled electrically to shift the operative connection with the rudder, so that it may be operated either by hand or otherwise at will.

I have illustrated my device in the accompanying drawings, in which like letters refer to like parts throughout.

Figure l is a vew in elevation showing the valve partially in section and the circuit connections. Fig. 2 is a side view of the same in elevation. Fig. 3 is a sectional view of the motor. Fig. 4. is a top view of the same, showing its connection with the rudder. Fig. 5 is a view showing the supply and exhaust valves, together with the magnets, the same being partially in section. Y

In operating my device I prefer to use steampressure to operate the motor, but I may employ hydraulic or other pressure. The steerin g-wheel and electric switches and dial, hereinafter to be described, are intended to be in the pilot-house, conveniently arranged to be operated by the hand of the pilot, while the motor and all of the operative parts, hereinafter to be described, are located in the stern of the ship in convenient proximity to the rudder.

The `motor that I employ preferably is shown in section in Eig. 3. It consists of three cylinders A, a', and CL2. These cylinders are provided with ports a3, at, a5, au, al, and as. The ports 0,3 and al are connected together by the pipe al, having a valve therein. The ports CL4 and a8 are connected by the pipe am, also having a valve therein. The cylinder A is provided with a piston-rod a9 with a centrallylocated head am. The cylinders a and a2 are provided with the piston-rod am, having two heads alg and @14. The space within the cylinders a and a2 and between the heads als and rtl4 and also the cylinder A is filled with water or equivalent liquid, (indicated at y y.)

Bis a frame sustaining the above-described cylinders and having journaled between its arms the shaft h'. Secured to this shaft is the pinion h2, and the sleeve or clutch-wheel b4 is also secured to revolve with said shaft, but free to have a vertical movement upon the same. It is provided with teeth on both sides. The pulley h3 and the pinion b5 are loosely mounted upon the shaft b and provided with teeth to mesh with the teeth of the sleeve or clutch-wheel h4.

h6 is a lever pivoted at bs and provided at one end with a fork, between which the sleeve or clutch-wheel b4 is pivoted at 57 and 137 and provided at the other end with the teeth b9.

Z910 is a rack secured to the ends of the piston-rod a9 and provided with the teeth hn, engaging the pinion h5.

C represents the rudder-post, and c is a quadrant engaging the pinion h2.

D is a shaft journaled in the brackets d and cl2 and provided with the hand-wheel d3 and the screw d4, which is secured thereto and arranged to engage the teeth dg of lever d6.

d5 is a cylinder suitably mounted, having a piston-rod d6, which is provided with teeth in the form of a rack to engage the pinion di, which is secured to the shaft D. The cylinder d5 is provided with valves d8 and di.

d10 and du are electromagnets in circuit, having their armatures CP2 and C112 secured to the valves d8 and di).

Z13 is an electric switch-handle, and d1* and P5 are contact-points for said handle.

` w3 is a battery of the source of electrical supply located in the circuits to themagnets d10 and du, and the switch-lever d controls the circuit to said magnets.

E is a steering-wheel controlling the pulley e. and having a rope or chain passing around the same andover suitable pulleys to the pulley b3.

Fis asupply-pipe, and f is an exhaust-pipe. The valve to which this supply and exhaust lead is shown in Fig. 5. The pressure lies in the space f2 and against the valves fg and f3.

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f8 is a plunger provided at one end with the valve-headf) and at the other with a head arranged to oscillate in a cylinder, the spring fw holding the valve fi) in position.

fA1 is a valve-stem controlling the valve f3, and f7 is a spring holding the saine inthe closed position.

f5 is an electromagnet in circuit, and f is an armature for said magnet, secured to the valve-stem f4.

f are a series of ports or pcrforations.

f12 is a plunger provided with two heads f 13 and f1". I have described half of this valve. rI'he other side being the duplicate thereof it will be unnecessary to enumerate its parts.

f is a pipe leading from said valve, thus described, into the cylinder a2, and f1 is a pipe leading into the cylinder a'. The electroinagnets]5 and ff" are in circuit with the battery or other source of electrical supply and said circuit is controlled to either of said magnets by the electric switch f 17, having contact-points 1213 and f1.

G is a cylinder having a piston-rod g in the form of a rack. g2 is a stop-cock, and g3 is a pinion controlling said stop-cock engaging the rack g. y" and are valves for said cylinder G.

g and qT are electromagnets in circuit,` having armatures gS and gi connected with the valves g'l and qw is an electric switehhaving the contactpoints g and gm. Q12 is a battery or other source of electrical supply in the circuit to the magnets y and y?, said circuit being controlled by the electric switch gl".

II is a dial carrying a pulley, over which passes a cord, the movement of which is controlled by the sprocket-wheel h, which is mounted on the shaft b.

I will now describe the operation of my device and relate first the operation of the means by which I shift the operative connections bctween the rudderand the steering devices, so that the same maybe used either with my apparatus or otherwise. I can either do this by means controlled electrically or by hand.

Should I desire to perform the operation by hand, I do so by moving the hand-wheel d3. This operates to'throw the clutch wheel or sleeve D" into or out of engagement with. the pulley b3 or the pinion b5. XV hen the same is thrown into engagement with the pulley b3, I can control the rudder with the steerin g-wheel E without intcrferin g with any of the other apparatus. Should I desire to control this operation electrically, I do so by means of the switch dl-that is to say, by bringing the same into contact with `either of the contact-points d or tlm-thus energizing either one or the other of the electromagnets d10 or d, and operating the valves d8 or d to admit pressure into the cylinder Z5 either to throw the piston-rod d6 backward or forward, as the case may be, to perform the operation last described by the hand movement. These valve-controlling devices bein g so well known in the art I deem it unnecessary to describe them further. In the drawings the clutch wheel or sleeve b is shown in engagement with the pulleybg-that is,in position to be operated by hand. When the same is shifted to bein engagement with the pinion lf, the rudder is thrown into the control of the motor, the operation of which will now be described. In the first place, should I desire to operate the same to admit or cut off steam, I move the switch g10 to either of the contact-points g1 or gm, thus making the circuit to either the magnet g or Q7, as the ease maybe, and thus operating the valves of the cylinder G, admitting steam to operate the piston-rod y' to move the pinion g3 to open or close the valve or stop-cock g2. The pressure being admitted, as last described, the steam lies in. the space in said valve f2 and f 2against the valve heads ff and f3. Should I desire to admit pressure to the cylinders a' or d2, I operate the electric switch f 1T, bringing the same either onto the contact-pointf18 orfm, thus energizing, according to such movement, either the magnet f5 or f2". Suppose that I energize the magnet This will attract the armature f and operate to open the valve fi", admitting pressure through the same to bear upon the head of the plunger f against the tension of the spring f 10 and open the valve ff and admit the pressure through the ports f l1 and operate to drive the plunger j'12 into a position in which the head fm will close the port and prevent the escape of the pressure through the exhaust j". The pressure will then pass into the pipe j15 and thence i nto the cylinder' a2. It will be noted that with the movement of the plunger f12 the hcadjl| is moved away from the position in which it closes the port e', thus permitting an exhaust of any steam lying in the pipe f1 through the exhaust f@ The reverse movement of course permits an exhaust from the pipefL".

Ifteferring new to Fig. 3, it will be seen that I employ water or equivalent liquid to fill the cylinder A and the cylinders a and die between the heads at and ali, and indicate the same by `y y. `W ith the introduction of the steam' through the pipe f-i and port c5 into the cylinder c2 the head d will be moved by said pressure, thus forcing the liquid froln before said head into the cylinder A by the pipe 0,15 and thus moving the head al" and in like manner forcing the' water from before said head through the pipe al into the cylinder e, and any steam lyingin the cylinder a will be driven through the pipe fl and port e" out through the exhaust f'. I interpose this hydraulic resistance or tension into the motor for the purpose of establishing a cheek. or lock on the movement of the rudder to hold it in a position into which it may have been moved by the operative power, the tension or resistance being the amount of power necessary to displace the water or other liquid by forcing it through the pipes connecting the IOO IOS

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561,232 Y f s cylinders. This tension may be increased or diminished by the operation of the valves in the pipes connecting the cylinders. This will be manifest, as the smaller the channel the greater the resistance. I have shown this resistance interposed in the motor. It will be manifest, however, that I may employ the same in any convenient manner and with any form of motor, or the resistance may be applied directly to the rudder. With the movement of the head am, as last described, the piston rod a9 will move the rack Z910, and through the pinion b5 and clutch-wheel b4 the shaft b', the pinion b2, the quadrant c', and the rudder-post C. The reverse movement hereof is, of course, identical with that last described, being controlled by the switch f to admit pressure into either the cylinder a or a2.

The dial or index II operates, as heretofore described, with the shaft h through the sprocket-wheel hf to indicate the position of the rudder.

Vhat I claim isl. In a steering device, the combination of a hydraulic cylinder, a piston movable in said cylinder and connected with and operating` the rudder, two steam-cylinders mounted adjacent to said hydraulic cylinder, pistons in said steam-cylinders connected together, a supply-pipe connecting one end of each steamcylinder with one of the ends of the hydraulic cylinder and a liquid lling said hydraulic cylinder, and the spaces behind or in front of the pistons in the respective steam-cylinders to which said supply-pipes are connected, substantially as set forth.

2. In a steering device, the combination of a hydraulic cylinder, a piston movable in said cylinder and connected with and operating the rudder, two steam-cylinders mounted adjacent to said hydraulic cylinder, pistons in said steam-cylinders connected together, a contracted supply-pipe connecting one end of each steam-cylinder with one of the ends of the hydraulic cylinder and a liquid filling said hydraulic cylinder, and the spaces behind or in front of the pistons in the respective steam-cylinders to which said contracted supply-pipes are connected, substantially as set forth.

3. In a steering device, the combination of a hydraulic cylinder, a piston movable in said cylinder and connected with and operating the rudder, two steam-cylinders mounted adjacent to said hydraulic cylinder, pistons in said steam-cylinders connected together, a supply-pipe connecting one end of each steamcylinder with one of the ends of the hydraulic cylinder, a liquid filling said hydraulic cylinder, and the spaces behind or in front of the pistons in the respective steam-cylinders to which said supply-pipes are connected, and

valves in said supply-pipes for reducing the passage of the liquid through the same, substantially as set forth.

4. In a steering device, the combination of a hydraulic cylinder A, a piston therein connected with and operating the rudder, two steam-cylinders a', a2, mounted adjacent to said hydraulic cylinder, pistons in said steamcylinders connected together, supply-pipes connecting the forward ends of the steamcylinders with both ends of said hydraulic cylinder, the spaces in front of the piston of each steam-cylinder and the hydraulic cylinder being filled with a liquid,steampipes connecting with the steam-cylinders behind the pistons therein, and means for controlling the entrance of steam to said steam-cylinders, substantially as set forth.

5. In a steering device, the combination of a hydraulic cylinder A, a piston therein connected with and operating the rudder, two steam-cylinders a', a2, mounted adjacent to said hydraulic cylinder, pistons in said steamcylinders connected together, supply-pipes connecting the forward ends of thesteamcylinders with both ends of said hydraulic cylinder, the spaces in front of the pistons of the steam-cylinders and the hydraulic cylinder being lled with a liquid, steam-pipes connecting with the steam-cylinders behind the pistons therein, and means for electrically controlling the entrance of steam to said cylinders, substantially as set forth.

6. In a steering device, the combination with means for operating the rudder mechanically and means for operating said rudder through an engine controlled electrically, of clutch mechanism so constituted and arranged, relatively to said rudder, as to permit either one of said mechanisms for operating the rudder to be employed, a motor for operating said clutch mechanism and means for controlling said motor electrically, substantially as described.

7. In an electric steering-gear, the combination of the rudder, a main shaft for controlling the same, a clutch on said main shaft, a motor adapted to be connected with said main shaft through said clutch, means for controlling said motor electrically, a hand steering device adapted also to be connected to said main shaft by said clutch, and means controlled electrically from the bow of the vessel for throwing said clutch into engagement with said motor, or with the said hand steering-gear, substantially as set forth.

This specification signed and witnessed this 22d day of November, 1893.

CHARLES E. ONGLEY. Witnesses:

JAMES L. STEUART, GEORGE J. SCHOEFFEL.

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